Combined air pump and starter motor mechanism for internal-combustion engines



KFM I L. WYGODSKY.

COMBINED A IR PUMP AND STARTER MOTOR MECHANISM FOR INTERNAL COMBUSTIONENGINES- APPLICATION FILED NOV, 23.1918.

1 3 9, Pat'gnted Feb. 14, 1922.

6 SHEETS-SHEET I L WYGODSKY.

COMBINED AIR PUMP AND STARTER MOTOR MECHANISM FOR INTERNAL COMBUSTIONENGINES APPLICATION FILED NOV, 23, I918.

1,406,319, Patented Fb.14,1922.

, l/EN TOR ATTORNEY v L. WYGODSKY. COMBINED AIR PUMP AND STARTER MOTORMECHANISM FOR lNTERNAL C OMBUSHON ENGINES.

. APPLICATION HLED NOV, 23. ms.

fIIIIIIIIII/Illfi r a i u; -wE;

7? I g! E INVENTOB L. WYGODSKY.

COMBINED AIR PUMR AND STARTER MOTOR MECHANISM FOR INTERNAL COMBUSTIONENGINES.

APPLICATION FILED Nov.23. 1916.

1,496,319, Patented Feb.14, 1922.

6 SHEETS-SHEET 4.

INVENTOR L. WYGODSKY. I I COMBINED AIR PUMP AND STARTER MOTOR MECHANISMFOR ENTERNAL COMBUSTION ENGINES.

APPLICATION FILE D NOV. 23, 1918.

14, 1922. 6 $HEETSSHEET 5- Patented Feb.

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IN VEN TOR M WWW To (all whom it may concern:

TED STATES PATENT OFFICE.

arson WYGODSKY, or BALTIMORE, M RYLAND, AssIGNoR To BALTIMORE OIL ENGINEcoivrrnnY, or BALTIMORE, MARYLAND, a CORPORATION or DELAWARE.

comnmnn AIR PUMP AND STARTEIt MOTOR MECHANISM FOR INTERNAL-COMBUSTIONENGINES.

Specification of Letters Patent. Patented F l- 14 1922 Originalapplication filed August 22, 1917., Serial No. 187,662. Divided and thisapplication filed November as, 1912. Serial No. 263,853.

Be it known that I, LEON VVYconsKY, a

' citizen of the United States, and a resident ternal combustion enginesand is described herein in connection with an internal com bustionengine of my invention illustrated, described, and claimed in anotherapplication for Letters Patent, Serial No. 187,662, filed August 22,1917, of which the present application is a division. The enginedescribed in said application, Serial No.

187,662, is, in the form illustrated and de-.

scribed therein, of I the two-cycle type, though in many respects notnecessarily limited to that type, and is composed of a mul tiple ofcylinder structure s, each such structure comprising pistons working inopposite directions relatively, and on opposite sides of a singlecompression space within that,

. cylinder structure; and such engine has two crank shafts, togetherwith suitable means for transferring power from the one crank shaft tothe other. Air is supplied to the engine cylinders by so-calledscavenging pumps, which not only serve for the supply of air to sweepout of the engine cylindersthe products of previous combustion, butalsov supplyair for the combustion of the next ensuing charge of fuel.These scavengingpumps also serve as an air motor for startingandreversing the engine.

My invention 'consists int-he novel com bination of such scavengingpunips and starter motor mechanism with .the engine; in the novel valvearrangements for such scavenging pumps and starter motor; in the novelcontrolling valve means for the starter motor; and in other features ashereinafter described and particularly pointed out in the appendedclaims.

The objects of my inventionare to improve internal combustion engines,particu-- larly engines of thefuel-injection, self starting andreversing type; to insure high economy of operation; to provide for thethorough scavenging of the engine cylinreversing of the engine; and tomake the air supply and starting mechanism simple, compact,econom1cal,and entirely reliable.

I will now proceed to describe my invention with reference to theaccompanying drawings, and will then point out the novel features inclaims.

r In the drawings: V r

Figure 1' shows a transverse vertical section of the engine, through thecenter of one of the cylinder structures; Figure 2 shows a partial sideview and partial oblique section on the line 22 of Figure 1. Figure, 3

shows an end elevation and partial central vertical sectionof themechanism for transmittlng motion from the upper to the lower crankshaft and of two of the scavenging pump cylinders, one of whichcylinders is shown in central vertical section on the line 33 of Figure4; Figure 4 shows a horizontal section of the scavenging pump on theirregular section line 1-4 of Figure 3. Figure 5 shows a centralvertical section through. one of the cylinders andyalve chambers of. thescavenging pump, the sec tion being ttaken on the line 5-5"of FigureiqFigure 6 is a side elevationfof one of the valve cages of Figure 5,with portions of the valve bands broken away; Figure 7 is a top view andpartial horizontal section of the valve structure shown in FiguredFigure 8 shows a top view of the controllingwalve mechanism for startingand reversing; Figure 9' showsan end elevation of such controllingInechanism; Figure 10 shows an axial section of such controllingmechanism. Figure 11 is. a fragmentary cross-section of nism, andvFigure 12 is a development of thatcam, corresponding points in the cambeing designated by like characters in two views, a

In the drawings: 1 designates the engine frame; 2 designatesa-combustion-chamber and Working-cylinder structure, to which areattached guide cylinders 23. 4 designates the engine pistons, 5designates a lower crank shaft, and 5 an upper crank shaft, power beingtransmitted from theone crank shaft to the other by mechanismhereinafterdescribed. (3, 6 designate jacketed air-inlet manifolds, to which air issupplied by the I the outboard or upper end of its stroke. 8

designates a jacketed exhaust manifold, to

which exhaust gases pass from a port belt 9, for eachcylinder structure2, which port belt is uncovered by the lower piston 4. of that structurewhen such piston nears the lower or outboard end of its stroke. 10 and11 are the cylinders proper, located within the cylinder structure 2,with their axes angularlyrelated relatively. This engine is designed towork at a compression pressure of approximately 300 pounds to the squareinch, and, therefore, a small clearance space is necessary when the twopis tons 4 are at the inboard limits of their stroke. The piston headsare provided with curvedsurfaces 14 and 15, between which surfaces, whenthe two pistons are at the inboard ends of the strokeythere will be aclearance space, in which air, compressed by the rearward motion of thepistons, will lie, and into which oil may be sprayed by a suitablesprayer (not shown) set into the port 17.

In order toreduce the clearance space to obtain the desired compressionpressure, part of each piston is cut away, so as to provide planeoblique surfaces 12, 13 as clearly shown in Figure 1.

The port belts 7 and 9 are formed, inthe guide cylinders 3, as slotsseparated by port bridges. whichslots are open at the inboard ends ofthe guide cylinders 3, so far as those cylinders are concerned, but areclosed by the proximate surfaces of the cylinder structure 2. Theseguide cylinders 3 are bolted to the cylinder structure 2. The general,structureis such as to provide a clear flow for air into, and clear flowfor exhaust gases out of, the cylinders, when the ports are uncovered bythe corresponding pistons. Owing'to the fact that the exhaust is fromthe portsat the bottom of the cylinder structure 2, any liquid or soliddeposits in the cylinder structure will be swept out of the exhaustports'by the exhaust gases and by air entering the admission ports. Thepistons are connected to the cranks of the crank shaft-s 5 and 5 by theusual connecting rods 18 and 19. As shown particularly in Figure 2. oneof the connectlng rods working on each crank pin is forked, theconnecting rod of the laterally opposite cylinder working on that samecrank pin, and having its end lying within the fork of the otherconnecting rod working on that crank pin. Assuming, for the moment, thesupply of air under pressure from scavenging pumps, to be mentionedhereinafter, to the inlet manifolds 6, and assuming. for the present,the transmission of power by means hereinafter described, from the onecrank shaft to the other, the operation of the engine is as follows: i

In Figure 1, the pistons 4 of the left hand side of the engine are shownin such position that the air inlet ports and the exhaust ports areopen. Air for scavenging purposes, and for the supporting of combustionduring the next ensuing *powerstroke, is, therefore, passingfroin'manifold 6 through the air admission ports 7, and is also sweepingexhaust gases of the previous power stroke out through the .exhaustports 9 and exhaust manifold 8. Immediately after the beginning oftheinboard strokes of the pistons 4, the ports 7 and 9 are closed by saidpistons, and each pair of coacting pistons then compresses the airwithin the cylinder structure, until, finally, the pistons reach intothe compression space between thepis tons, ignition taking place eitherdue to the high temperature of the-walls of this space, or by reason ofthe oil spray being ignited by igniters 20, hereinafter mentioned. Thepistons then move apart, under the influence of the pressure due to theignition of the charge, and when, near the outboard ends of the strokesof the pistons, ports 7 and 9' are uncovered, exhaust and air admissionoccur, the air sweeping the exhaust products out of the cylinderstructure, as previously described. The two crank shafts revolve inopposite directions, power being transmitted from the one to the otherby means hereinafter described. I

Obviously, means must be provided for the. transmission of motion fromshaft 5 to shaft 5 or vice versa, that the shafts mayrotate insynchronism; and, obviously,'such transmission means must be capable ofslide horizontally and transversely on bearing surfaces formed onI-shaped members 26, themselves mounted to reciprocate verticallybetween stationary guides 27 provided on the engine frame. These members26 are hollow, and, so far as may be,

of circular cross-section, and within their,

upper and lower horizontal arms are guidesleeves 28, connected to thesliding bearingblocks 25 by bolts 29 themselves working in suitableslots in members 26. By means of these sleeves 28 and bolts 29, thebearing blocks 25 are held to their respective guiderods connecting thetwo crank shafts 5 and air for scavenging and for cylinder charg 5; withthis exception, however,\that in the construction shown the direction ofrotation of the two crank shafts need not be the same,

but may be opposite; .and' as a matter of fact, in the structure shownthe parts are arranged for rotation .of the two crank shafts 5 and 5 inopposite directions; this being the case in order that the same crankpins ofthe mainengine may serve for connecting rods of laterallyopposite cylinders, and in order that the main engine may be reversible.

For the supply of scavenging air to the, engine cylinders, and also forthe starting and reversing of-the-engine, air cylinders 32 are provided;and compactness and efliciency are promoted by operating the pistons ofthese air cylinders by means of the I-shaped members 26, previouslymentioned;

the upper and lower horizontal arms of said members being connected bypiston rods 30, carrying pistons 31 workinglin stationary cylinders 32secured to convenient portions of the engine fframe. Each of these pumpcylinders 32 is double acting, having uppeer and lower admission valves33 (Figure '5), of 'a type hereinafter described, whereby, duringeachsuction stroke, air is admitted to the appropriate side ofthe pumpcylinder; and having also upper and lower discharge valves 34,whereby,at a suitable point in each compression stroke, the air compressed isreleased into receiver space 35, whence the compressed air is conducted,

' by a pipe 36, forming a continuation of the receiver space, to the airinlet manifolds 6.-

There being four double-acting pump cylinders, each of large capacity,operating at the speed of the main engine, the supply of mg 1s ample.

Asindicated in the lower part of Figure 4, the receiver space of eachinner valve chamber communicates with the receiver space of thecorresponding outer valve chamber, and so to the air inlet manifold.

The engine is provided with asuitable fuel supply pump-supplying. fuelat high pressure to the Sprayers, as hereinafter described. Tli e enginewill also be provided with some means for compressing air to highpressure for-starting purposes, or an auxiliary air pump may be providedfor that purpose; but these are usual'auxiliaries of, engines of thistype, and I have not thought it ncessary'to illustrate such auxiliariesherein. As previously mentioned, the scavengmg pumps are used as an airmotor for starting and reversing the main engines. For this purpose acontrol valve mechanism is employed, which is illustrated particularlyin Figures 8, 9, and 10, and which interacts with the admission valves'33 of the scavenging pumps in a manner to be described presently. v

As I have shown in Figure 9, there is an air storage reservoir 37 inwhich air under high pressure is maintained for starting and reversing.This reservoir communicates,

through a valved pipe 38, with an air belt 39, in which there are anumber of discharge valves 40, (four in the construction shown). Thevalves 40 in the construction shown are ordinary lift poppet valves andtheir stems 42 are arranged to be operated by one or the other of twoopposed cams 43 and 43 (Figures 9 and 11) ona shaft 44 in axial .linewith, and arranged to be driven by, one of the crank shafts 5 5 of themain engine and scavenging pump, through the shaft 5* of the fuel pump.In the construd- 'tion shown, shaft 44 is hollow and is arranged toslide back and forth oversuch shaft 5", a key on shaft 5* working in acor responding key-way of the shaft-44, serving to communicate rotationfrom shaft 5 to shaft 44. i

In the normal position of shaft 44, neither cam 43 nor cam 43 is inoperative position. A handle 45 is provided whereby the shaft 44 may bemoved longitudinally in either direction to drive the one cam or theother int action. Cam 43 may be considered to be the fahead cam, and cam43 the astern cam. 'Suitablepipe's 46 connect the discharge spacesbeneath the valves 40 with the inlet valves of the pump cylinders; and

those two pistons will start the engine in ahead rotation. (A similarstatement is true with-respect to starting in reverse rotation). It willbe noted [that it is necessary to move the cam 43 (or 43 as the case maybe) only far enough to merely lift one of the valves 40. It is notnecessary to move the cam to such extent as to cause the correspondingpump cylinders totake air under tion that air admitted to theproper sideof v pressure to the full limit of'the stroke or t the maximum limitdetermined by the maximum breadth of the cam. In this respect this cammechanism for operating the valve 40 constitutes a variable cut-off ad-.

mission mechanism whereby airis admitted to the pump cylinders only tosuch extent as is required for the starting of the combustion will occurin one or more of theengine. In this way consumption of-starting air isvery greatly reduced, as compared with ordinary practice in thestartingof large engines by means of compressed air. Also, in general, it willbe necessary to admitcompressed air for a brief instant only; theconstruction Ofthe'main engine being such, particularly with respect toits large number of working cylinders, that as soon as the engine hasstarted to turn over cylinder structures followed almost immediately-bycombustion in other of the cylinder structures. In a word, the airstarter .of this engine is required merely to give a kick to the mainengine, which then starts up of itself. This in turn tends toreduce verygreatly the consumption of starting Starting in the reverse direction isprecisely the same as starting in the ahead direction.

Relief valves 47 are provided on the heads of the pump cylinders toprevent production of excessive pressures in those cylinders at anytime, as for example when starting air is admitted to one side of a pumppiston, when there is already considerable air pressure on the oppositeside of that pump piston; however, as explained later, these reliefvalves are, in general, an unnecessary precaution, since the control ofthe starting lever by its dashpots, hereinafter mentioned, is such as toprevent undue accumulation of air pressure in the pump cylinders.

Referring again to Figure 5, and to Figures 6 and 7: Each admissionvalve 33 of each pump cylinder comprises a cage 48 with circumferentialports 49 normally closed by circular spring valves 50 hereinafterreferred to. .The cage also comprises a central hollow stem 51 providedwith a connection 52 for the appropriate air supply pipe 46 from thecontrol valve structure of Figures 8, 9, and 10. This valve cage isclosed at its lower end. lVithin the bore of the stem 51 is a valvepiston 53 having at its end a valve disk 54. Thevalve piston 53 has inits side ports 53 also another port or ports 53 extending to an annularspace 53 between valve disk 54 and the head of the valve cage. It willbe obvious that upon admission of air under pressure at 52-the valvedisk, 54 and valve stem 53 will be forced out, driving the valve disk 54against a seat of the corresponding discharge valve, as hereinaftermentioned, and permitting air under pressure to pass through ports 53into the pump cylinder, so actuating I the piston of that cylinder.

The discharge valves 34 are of similar construction to the admissionvalves 33, except that their valve cages 57 are provided each witha'seat to coact with the valve disk 54 of the corresponding admissionvalve.

the pump cylinder.

When, in starting,'compressedair is admitted and caused 'to actupon oneof the piston valves 53, it opens that valve against the pressure of thespring 56, and communicates motion to that valve with sufiicientvelocity so as to carry the valve across and cause the correspondingvalve disk 54 toseat closing of the corresponding discharge valve, I

it is important that the discharge valve for the other side of the pumpcylinder be opened, because, as in an ordinary steam engine, exhaustmust begin at one side of the piston when admission begins on the otherside thereof. To this end I have provided a valve operated stem 58mounted in a central bearing of the cages of the" two discharge valves.-This stem is located between the two valve disks 54. When one of thesevalve disks 54 is moved toward the center by air pressure behind it, itforces the stem 58 against the other valve disk 54 and so lifts thatother valve. disk 54 from its seat on the-cage of the correspondingdischarge valve.

The area of. valve disk 54 exposed to starting air pressure is alwaysgreater than the area of that disk 54 exposed to pressure of Therefore,it follows that under all conditions of starting, upon the admission ofstarting air there will be anexcess of pressure tending to move thatvalve disk 54 to which the starting air pres sure is so applied, and,correspondingly, to

start from its seat on the corresponding discharge valve cage, the othervalve disk 54. Once valve disk 54 has been started from its seat on thisvalve cage, it will continue to move, opening the corresponding side ofthe pump cylinder to discharge.

Springs 56 are provided for the several valve disks 54. I

The admission and discharge valves 33 and 34 comprising thecircumferentially ported cages 48 and 57 and the band spring valves 49have the advantages. of extreme simplicity and compactness of structure,as well as extremely large area of, port opening, and are suitable, notonly for use in the present engine, but also for use in air compressors,particularly of the blowing engine type, and in water pumps and variousother types of engines. "Each such valve cage is provided with a numberof periph eral slots 49 over which is located a band 50 of spring steelor other thin, highly resilient material, ground on the inside to fitclosely the seat surrounding the corresponding groove 49 the slots 49being ports leading from theseseats in the'interior of the Valve cage.The bands are split bands; that is to say they have free ends lyingbeneath the heads of screws 60, which heads hold the bands in place,both preventnrg'the ends of the bands from flying out, and preventingrotation of the bands. Headed projections (51, located at suitableintervals, also Y help to hold the bands 50 in place.

When,.because of suction created in one of the'pump cylinders (in thecase of an admission valve) or when the pressure in the pump cylinderbecomes materially greater than that in the receiver space (in the caseof a discharge valve), the pressure on the vinner side of one of thesebands becomes greater than the pressure on the opposite side, that bandopens up like a hoop, permitting passage of air; and upon creation ofreverse condition of pressure the bands contract, seating against theirports. Since the inside faces of these bands are ground or otherwisefinished to a true surface, the

iorresponding cams 43 or 43; but as soon as the hand actuating suchlever releases the same, it returns to normal position, under theinfluence of one or the other of the two lungers mentioned. Such returnis retarded by the dash-pots 102 and 103 and by the pistons of saiddash-pots, of which one, 102 is shown.

It has been stated above that the relief valves 47 are really merely anextra precaution; the control of the starting lever 45 by the dash-potsbeing such as to prevent undue accumulation of .air under pressure inthe pump cylinders; This action is as follows:

In starting the engine in either direction (see Figure 5) suppose airhas been admit-i ted. for example, below one of the pistons of the airpump, and the lower valve disk 54 of the corresponding cylinder has beencaused to close the corresponding discharge valve 34; the pistoncontinues to advance for some distance before the supplyof air is cutoff, and if no moreair is admitted into the space above the piston,there is nothing to cause unseating of thcsaid lower valve 54,-andduring the next down stroke of the piston the air below the piston mightbe compressed to a much higher pressure than that of starting air,except for the action about to be described or except for the reliefvalves, set to open at a pressure 10' or 15 lbs. above the starting airpressure; independent of these relief valves, however, the dashpots ofthe lever 45 cause that lever to return somewhat slowly so that thestarting air will act alternately on both the upper and the lower valvedisks 54, without bringing sa'id disks to the extreme position, whichwould mean the closing up of the discharge passages. Naturally, when thelever 45 at last comes to a neutral position,'the air is shut offaltogether, and the disks 54 are kept in their normal positions by theircorresponding springs. q

The starting air exhausted through valve 57 isdirected into space 35andthence by means of connector 36 which is attached to the air manifold 6,conducts said exhaust air into the working cylinder. This actionscavenges and supplies the working cylinders with pure air and makes thestarting more sure.

For insuring ignition when starting, I prefer to use a hot wire igniter,preferably that shown in Patent No. 1,237,851, dated August-21, 191.7.

In another application for Letters Patent,

Ser. No;-187,522, filed August 22, 1917, I

tion with such features as are required for the supply and exhaust ofthe working fluid of the starting motor.

What I claim is:

- 1. An internalcombustion engine comprising .a plurality of workingcylinders, and pistons therefor, and a plurality of connected means towhich such pistons impart rotation, and scavenging pumps driven by suchmeans to which rotationis so imparted, said pumps comprising alsovariable cut off motor valve mechanism whereby said pumps may be used'as motors to start the engine.

2. An internal combustion engine comprisinga plurality of workingcylinders, and pistons therefor, and a plurality of connected means towhich such pistons impart rotation, yand scavenging pumps driven by suchmeans to which rotation is so imparted, said pumpscomprising alsovariable cut off and reversing motor valve mechanism whereby said pumpsmay be used as motors to start and reverse the engine.

3. An internal combustion engine comprising in combination two crankshafts, power "cylinders and pistons therefor and means Ill to saidcrank shafts to be driven by, or to drive, the latter, said pumpcylinders having admission and discharge valves in pairs and also anadditional valve for each such pair which, upon the admission of highpressure air for starting, closes the corresponding dis charge valve.

4. An internal combustion engine comprising in combination two crankshafts, power cylinders and pistons therefor and means connecting saidpistons to said crank shafts to cause rotation of the latter, means forcausing said crank shafts to rotate synchro- Iiously, combined pump andstarter-motor cylinders having pistons likewise connected to said crankshafts'to be driven by, or to drive, the latter, said pump cylindershaving admission and discharge valves in pairs and also an additionalvalve for each such pair which, upon the admission of high pressure airfor starting, closes the correspond ing discharge valve, anddistributing valve means arranged to admit high pressure air to theadmission valves of said pump cylinders in sequence for starting.

5. An internal combustion engine comprising in combination two crankshafts, power cylinders and pistons therefor and means connecting saidpistons to said crank shafts to cause rotation of the latter, means forcausing said crank shafts to rotate synchronously, combined pump andstarter-mo tor cylinders, having pistons likewise connected to saidcrank shafts to be driven by, or to drive, the latter, said pumpcylinders having admission and discharge valves in pairs andalso anadditional valve for each such pair which, upon the admission of high,

pressure air for starting, closes'the corresponding discharge valve, anddistrlbuting valve means arranged to admit high pres-' sure air to theadmission valves of said pump cylinders in sequence for starting, thesaid additional valves of said pump cylinders be ing arranged to beoperated, by the high pressure, air so admitted, to close thecorresponding discharge valves.

6. An internal combustion engine comprising in combination two crankshafts, power cylinders and pistons therefor and means connecting saidpistons to said crank shafts to cause rotation of the latter, means forcausing said crank shafts to rotate synchronously, combined pump andstarter-motor cylinders having pistons likewise connected to said crankshafts to be driven by, or to drive, the latter, said pump cylindershaving admission and discharge valves in pairs and also an additionalvalve which opens for admission of high pressure air for starting and insol doing closes the corresponding discharge valve, and which opens saiddischarge valve for exhaust and in so doing closes the high pressure airadmission conduit. I

'7. An internal combustion engine comprising in combination two crankshafts,

power cylinders and'pistons therefor and means connecting sa1d pistonsto said crank shafts to cause rotation of the latter, means for causingsa1d crank shafts to rotate synchronously, comb ned pump andstarter-motor cylinders havlng pistons likewise connected to said crankshafts to be driven by,

or to drive, the latter, said pump cylinders having admission anddischarge valves in pairs and also an additional valve which indershaving pistons connected to said crank shaft to drive, or be driven,thereby, of companion admission and'discharge valves for each cylinder,and an additional valve for each such pair ofadmission and dis chargevalves, a conduitfor admission of high pressure air, such additionalvalve normally closing such conduit, and means for causing saidadditional valve to open said conduit and in so doing to close thecorresponding discharge valve. I

' 9. The combination, with a crank shaft, and combined pump andstarter-motor cylinders having pistons connected to said crank shaft todrive, or be driven, thereby, ofcompanion admission and discharge valvesfor each cylinder, and an additional valve for each such pair, ofadmission and dis charge valves, a conduit for admission of highpressure air, such additional valve normally closing such conduit, meansfor causing said additional valve to open'said conduit and in so doingto close the corresponding discharge valve, and means for causing saidadditional valve to open said discharge valve for exhaust, and to returnto normal position.

10. The combinatiom-wi'th a crank shaft, and combined pump andstartcr-motm' cylinders having pistons connected to said crank shaft'todrive, orbe driven, thereby, of companion admission and discharge valvesfor each'cylinder and an additional valve, for each such pair ofadmission andvexhaust valves, the discharge valve having a seat for suchadditional valve, whereby said discharge valve is closed when theaddltional' valve is on said seat, means for moving such additionalvalve to its seat upon admission of high-pressure air for starting, andmeans for returning said additional valve to first position.

. opens for admission of high pressure air for i .and' combined pump'andstarter-motor cylinders having pistons connected to said.

and combined pump and starter-motor cylinders having pistons connectedto said crank shaft to drive, or be driven, thereby, of companionadmission and discharge valves and an additional valve arranged to playtherebetween, the discharge valve having a seat for such additionalvalve, whereby such discharge valve is closed when the additional valveis on said seat, a high pressure air a,d-' mission conduit, a piston foroperating the additional valve located therein, and means tending tohold said additional valve away from its seat.

12. The combination, with a crank shaft,

crank shaft to drive, or be driven, thereby, of companion admission anddischarge valves and an additional valve arranged to play therebetween,ing a seat for such additional valve, Whereby such discharge valveisclosed whenthe additional valve is on said seat, a high pressure airadmission conduit, a piston for opcrating the additional valve locatedtherein,

means tending to hold said additional valve away from its seat, andmeans for tripping said additional valve from its seat to start it inreturn motion.

13. The combination, with a-crank shaft, and combined pump andstarter-motor cylinders having pistons connected to said crank shaft todrive, or be driven, thereby, of companion admission and dischargevalves and an additional valve arranged to play therebetween, thedischarge valve having a seat for such additional valve, where by suchdischarge valve is closed when the additional valve is on said seat, ahigh pressure air admission conduit, means operated upon admission ofhigh pressure air for,

moving said additional valve to its seat on the discharge valve, andmeans operated by one such. additional valve, when so moved,

for unseating from its discharge valve seat another and correspondingadditional valve, together with means for returning to normal positionthe additional valve so unseated. h

14. The combination, with a combined pump and starter-motor cylinder, ofvalves therefor comprising admission and discharge valves eachconsisting of a hollow valve cage and valve means thereon ar-' ranged toopen' for admissionor discharge respectively, the admission valve cagebeing provlded witha central passage forming a high pressure airadmission conduit, the discharge valve cage having a seat wherebydischarge through that valve cage may be prevented by seating of a valvethereon, and an additional valve having a guide and actuating pistonwithin the said hi h pressure air admission conduit, said a -ditionalprovided the discharge valve have valve arranged to seat against thesaid valve seat of the discharge valve cage, and means tending to holdsaid additional valve away from such seat.

15. In an internal combustion engine, the combination with main workingcylinders and pistons and a' crank shaft to which said pistons areconnected, pump cylinders and pistons therefor driven by said crankshaft, and valve means whereby saidpump cylinders and pistons may beoperated as a motor, and a controlling valve gear for said motorcomprising an annular supply-belt with working-fluid admission means,and with valves each connected to a corresponding motor-valve means ofthe ders and pistons and a crank shaft to which said pistons areconnected, pump cylinders and pistons therefor driven by said crankshaft, motor-valve means whereby said pump cylinders and pistons may beoperated as a motor, and a controlling valve gear for said motorcomprising an annular supply-belt provided with working-fluid admissionmeans, and with valves each connected to a corresponding motor-valvemeans of the motor, a shaftcentrally located with respect to said supplybelt and driven by the crank shaft, and two cams on said shaft, andmeans for shifting said cams into and out of operative position withre'- spect to the valves of said supply belt, one of said cams arrangedfor starting 'in ahead rotation, the other for starting in asternrotation.

17. In an internal combustion engine-,the combination with main workingcylinders and pistons and a crank shaft to which said pistons areconnected, pump cylinders and pistons therefor driven by said crankshaft, and valve means whereby said pump cylinders and pistons may beoperated as a mo tor, controlling valves for said motor and means foroperating the same in sequence comprising an operating member which, innormal position, prevents operation of said controlling valves and inanother position causes olpration of said controlling valves,

and means causing retarded return of said operating member to normalposition, wheredecreasing operation of the motor valve meansaccumulation of undue pressure in the pump cylinders is prevented.

18. In an internal combustion engine, the combination with main workingcylinders and pistons and a crank shaft to which said pistons areconnected, pump cylinders and pistons therefor driven by said crankshaft, and motor-valve means for said pump cylinderscomprising admissionand exhaust valves and additional valves arranged, upon the admission ofworking fluid, to close such exhaust valves and hold same closed untilabout the end of the corresponding working stroke and then to'operate topermit assage of exhaust fluid to said exhaust va ves,

controlling valves adapted for controlling ,decreasingopening of thecontrolling valves and correspondingly decreasing operation of the saidadditional valves, accumulation of unduepressure in the pump cylindersis prevented.

19. An internal combustion engine comprising, in combination with mainworking cylinders and pistons and a crank shaft to which said pistonsare connected, pump cylinders and pistons therefor driven by said crankshaft,'an'd motor-valve means for said pump cylinders comprisingadmission and exhaust valves, also additional valves arranged, upon theadmission of working fluid, to close such exhaustvalves'and hold sameclosed until about the end of the corresponding working stroke, meansoperated by each such additional valve whereby as such additional valve-moves to close its corresponding exhaust valve another additional valveis moved from its seat on its exhaust valve and caused to return tonormal position, and means for controlling the supply of working fluidto said admission valves.

20. An internal combustion engine comprising, in combination with mainworking cylinders and pistons and a'crank shaft to which said pistonsare connected, pump cylinders and pistons therefor driven by said crankshaft, and motor-valve means for said pump cylinders comprisingadmission and.

exhaust valves, also additional valves arranged, upon the admission ofworking fluid, to close such'exhaust valves and hold same" closed untilaboutthe end of the corresponding working stroke, a valve shifting rodlocated between two such additional valves and arranged to be operatedby either such valve to move the other away from its exhaust-valve seat,and means for controlling the supply of working fluid to such adexhaustmeans, means of converting said air pump into a prime mover byautomatically controlling the exhaust thereof through means responsiveto the operating fluid to control the said exhaust and means foradmission of the working fluid into said prime mover.

22. An internal combustion engine provided with an air supply, incombination with an air pump-starter providing said air andsimultaneously operating to mechanically start said engine, and means ofdischarging the exhaust from said starterinto' into a prime mover byautomatically con-' trolling the exhaust thereof through meansresponsive to the operating fluid to control the said exhaust, and meansfor admission of the working fluid into said prime mover.

24. An air pump in combination with aninternal combustion engineproviding scavenging air for said engine; the same ump operating as astarting motor by admitting compressed air into said pump using theexhaust air from said pump for scavenging the working cylinders.

25. In a multi cylinder prime mover, a pneumatic control of theadmission and of the exhaust of the working fluid, comprising a memberprovided with a cam operating all the valves which actuate admission andexhaust of the operating fluid of said rime mover, said valves being in.timed re ation with the prime mover and so situated as to be operatedby, a single cam, and means for throwing said cam in and out ofoperation.

26. In a multi cylinder prime mover, a pneumatic control of theadmission and of the exhaust of the working fluid comprising a memberprovided with two cams either of which canoperate all the valves whichactuate the admission and exhaust of the operatng fluid of said primemover, turning'said prime mover in either direction respectively, saidvalves being in timed relation with said prime mover and are situated soas to be operated by either cam respectively, and means for throwingeither cam in or out of operation progressively to effect a variableadmission of the working fluid.

I LEON W'YGODSKY. Witnesses 1 J. LE RoY HOPKINS, Enir'ii VARNEY.

